GSA establishes the maximum CONUS Continental United States Per Diem rates for federal travel customers. Dubai Trade Portal The single window for trade and logistics in Dubai and the UAE. Airline E Ticket Issuing Training Manual' title='Airline E Ticket Issuing Training Manual' />2012 Amadeus Marketing UK Ltd Electronic Miscellaneous Document Training Department Last update 23052012 Page 6 of 28 2. Travel agents can display by airline the. Cloud Solutions from AccountantsWorld offer more effective ways for you to manage your practice, perform your client engagements, and offer new services. K-_42rE/hqdefault.jpg' alt='Airline E Ticket Issuing Training Manual' title='Airline E Ticket Issuing Training Manual' />Airline. Profiler. With rising numbers of passengers, traffic capacities and sales revenues over the last 3. Low Cost Airline business is a very successful concept for short and medium flights. Would this Business concept work also for long haul flights Low budget for long haul flights is actually not a new idea, but the realization had many failed attempts. First low budget transatlantic flights commenced in the 1. Windows 2000 Update Rollup 2 Download. The first no frill flight was realized in the late seventies by Sir Freddie Laker with his Skytrain, a Mc. Donnell Douglas DC1. London Gatewick to New York. Although the attempt failed in 1. Norwegian Air Shuttle and Air. Asia X currently taking the challenge up again and fly long distance flights across the Atlantic and Southeast Asia. The key question is, can the present Low Cost Concept work over long haul sectors, and will they be more successful than their predecessors this time The main concept of Low Cost model focuses on business and operational practices that drive down costs, includes operating at secondary airports, flying a single airplane type, increasing airplane utilization, relying on direct marketing and sales, single class concept, no frequent flyer programs, and keeping manpower costs low. Common Low Cost Carrier Business Indicators A single class concept A single type of aircraft commonly A3. B7. 37 families, reducing training and servicing costs A minimum set of optional equipment on the aircraft, further reducing costs of acquisition, maintenance and weight A simple fare scheme, such as charging one way tickets half that of round trips Flying to cheaper, less congested secondary airports Fast turnaround times Unreserved seating Simplified routes, point to point Luggage is not automatically transferred from one flight to another Generation of ancillary revenue from a variety of activities, such as la carte features and commission based products Direct sales of tickets, especially over the Internet Employees working in multiple roles A disinclination to handle Special Service passengers Fuel hedging programs Passengers paying charges for extras, such as hold luggage, online check in and priority boarding Avoiding using jetways Not supplying meals in a flight, but offering snacks, sandwiches and drinks instead to purchase on board No refunds or transfers to later flights in the event of missed flights. Austin_Seattle_Example_Flight_Booking-Information.png' alt='Airline E Ticket Issuing Training Manual' title='Airline E Ticket Issuing Training Manual' />Comparing to Network Airlines, Low Cost Carrier reduced in average unit cost by 3. The two charts above show the distribution of total operating expenses by low cost carriers and network airlines. The highest costs for Low Cost Carrier are lying there, which they cannot control or take direct influence on. The charts below demonstrate the different cost distribution by Network Airline and Low Cost Carrier. The Table below list the main operating cost factors that can be influenced by an airline The feasibility of Low Cost for long haul Sectors will depend mainly on the ability of the Airlines to control the operating expenses. Adapting Low Cost concept for potential cost savings. The current Low Cost Concept has proven to be a very successful business, can it be applied for long haul sector The potential savings can be located mainly in Productivity e. Aircraft type,Load factors,Fuel Consumption, Manpower. Performance e. g. Passengers traffic, Punctuality, Aircraft Utilization. Operational e. g. Airports, Air Traffic Management, Handling, Routes, Destinations. Increasing Load Factors and Seat Densities. Most gains will come from high seat densities. A comparison to European Network Airlines shows that they have also high Passenger Load factors and dense Eco cabins, here in average source Airline. ProfilerTransatlantic Routes, average. Europe to Asia, average. Within Europe, average Network. Within Europe, average Regional. Average Load Factor Worldwide, all Ranges. The tables below shows seat pitch, width and utilization of flight cabin by Network Airlines and Low Cost Carrier High Passenger Load Factors and dense Seat Configurations on long haul sectors is already implemented, and will continue. The Eco Seating or Single Class Concept especially for domestic or regional routes is increasing, business class seating is reduced and expanded by Premium Economy. Download Patch Pes 2013 Arabic Language. The First Class Concept is strongly reduced and many airlines re considering the concept or even cancel the service completely. This factor will not provide Low Cost Carriers a clear and present advantageous comparing to Network Airlines. Airframe, Aerodynamic improvements, reducing fuel consumption. Cost reduction through utilization of aerodynamic improved airframes and more economical engines, can provide a large contribution to cost reduction. The Graphic below should illustrate the potential fuel savings predicted by Airframe and Engine Manufacturer short and long term are disregarded. Fuel represents approximately 5. The Airframe and Engine Manufacturer predict for the short term Fuel burn savings of 2 percent to 4 percent, with new technologies in the long term, estimated fuel burn savings are predicted to be in the region of 1. Common twin Engine Jets used by current Low Cost Long Haul Operators, comparing Engine type and Fuel consumption The Boeing B7. Low Cost Carrier will prefer to operate with this type of aircraft or similar e. Airbus 3. 50, Airbus A3. Neo, revamped B7. A3. 20 with extended range. But to launch an attack on the long haul market, the Low Cost Airline needs an adequate number of aircraft to be able to serve the required destinations with sufficient frequencies. Boeing and Airbus are working flat out and have a long waiting list within the next 8 years, the delivery of 6. Boeing B7. 87 and 4. Airbus A3. 50 is planned. Also in planning are the revamped versions of narrow body aircraft like Boeing B7. Airbus A3. 20 as extended range versions, capable to cross the Atlantic, facing the same problem of a  long production line. In summary, for long haul flights the aircraft efficiency and a lean airline fleet will play an important role, but due to the long aircraft production periods it will take years for a Low Cost Airline to build up an adequate fleet. This time span will be used also by the Network Airlines to upgrade their airplanes, convert fleets and modify business concepts. Passenger traffic, Punctuality and Aircraft Utilization. Punctuality and high aircraft utilization are a key factor to run a robust operation and to create a cost effective business. On the short and medium haul, Low Cost Carrier made it to their strongest feature. On long Haul sectors, network carriers already achieving a significant performance, in average 1. The possibilities increasing flight rotations are exhausted, because long haul flights needs longer turn around times for boarding, Loading, servicing and fueling. Longer flying hours can violate crew duty time regulations and run up against time zones and airport curfews. Flying to less congested secondary airports will not be so easy, because the necessary infrastructure such as runway length, fire brigades categories, maintenance facilities, certified handling agents, handling support and the necessary ground support equipment could be not available. To operate on primary international airports will not gain any savings, exactly the contrary, monopoly like status means higher fees, lower crew utilization, additional overnight costs will increase expenses and reduce crew productivity.